Transport system

ABSTRACT

A ring-transport type system with load carrying vehicles traveling in one direction, with junctions connecting track on or above ground. The junctions are divided into two types where the first is of an active type for vehicle guiding including a straight track section and an off-line track section curving off the direction of travel. The second type of junction is passive and includes a straight main track section and a curved track section arranged in such a way that vehicles backing through the passive junction under normal conditions follow the straight track section.

This patent application concerns a transport system with rail-goingvehicles or cabins, where the vehicles are directed by and run on alongrunning rails. The rails are arranged into a track system that forms acontinuous ring track, and where the stations for disembarking andembarking always are separate from the main track. This applicationdescribes both the track system as a whole, and the rails and vehiclesas details in the transport system. In a preferred embodiment of theinvention, the tracks are installed on posts, and will therefore notrequire significant ground real estate. The stations can be designed tobe integrated parts of buildings, preferably on higher floors. Thetransport system as a whole offers advantages of safety, and can bedesigned to be of little complexity, which offers advantages regardingcosts for installation, maintenance and repair.

Introduction

For several years, the applicant has thought about transport systemswhich could deal with most of the significant communication problems inlarger cities, in particular relating to getting around, pollution andnoise. There have been performed studies, research and developmentwithin this area for more than 30 years, and firms such as Boeing, Ford,General Motors, Honeywell, Matra, MBB, Otis Elevator, Raytheon, andSiemens have been involved in large projects as illustrated by examplesin FIG. 1. Research in the area of transportation has been performed atuniversities in Boston (Harvard and MIT), Minnesota, Seattle, Palo Alto(Stanford) and Gothenburg. Extensive evaluations have been performed forthe cities of Gävle, Gothenburg and Stockholm, but all these projectshave failed, in large degree because of lack of continuous engagementfrom public authorities, in spite of the prognosis's predictingprofitability even without subsidies. In particular, there was greatinterest in the USA in the early seventies, but the “ConventionalRail”-industry succeeded through political lobbying to stop the use ofpublic funds on the development of new solutions. A present advantage ofthis early work is that most of the fundamental concept patents havelong expired.

Work has been performed on Automated People Movers (hereafter calledAPM) since the sixties. Most of the approximately 100 installed systemsare in the category Group Rapid Transit (hereafter called GRT), whereautomated vehicles go in a pre-determined route with a large number ofpassengers. Mini-GRT also goes in a pre-determined route, but only with4-10 passengers. Personal Rapid Transit (hereafter called PRT) hasoff-line stations, where the vehicles pass all stations where they haveno business. This allows non-stop transport with typically 2-6 people ineach vehicle. For the cases of Mini-GRT and PRT, the low weight ofvehicles makes it attractive cost-wise to elevate the track from groundlevel, which release real estate and allow avoiding conflict withground-based traffic. Simultaneously, it is calculated that the totalsystem cost for the same capacity is dramatically reduced by using PRTwith respect to GRT, so that for a given amount significantly bettercoverage and increased number of stations is possible.

Elevated systems are not in use today, with the exception of someairports and in amusement parks, and only implemented as Mini-GRT.Previously the costs associated with computer systems were prohibitivefor realising PRT, and less was known of light metals and composites.But a few years ago, the Chicago transportation authorities assignedRaytheon the task of building a prototype system and large sums of moneyhave been committed. This system, called PRT2000, has already beendemonstrated, but the community of practice agrees that it is built socostly and complex that it will not be possible to sell afterwards. Buteven though it is only designed to transport people, it is alwaysadvantageous that someone takes the lead and demonstrates to a scepticalworld that someone believes that such a system will be both useful andpossible to realise.

The system, according to the invention described in this application, isfor simplicity called “Skyway”, as in Subway, Highway, Railway, etc.Introducing a new mode of transport, a system according to the inventionSkyway, elevated from ground level, will be more affordable than allalternatives. The system according to the invention will be fullyautomatic, and will be able to transport both people and goods (inautomated containers) at low cost and having low energy consumption.Apart from the unusual aesthetics, the system only to a limited degreeaffects the environment. The vehicles can be both privately and publiclyowned, and need not be a public system. Previous projects have notfailed exclusively because of failing technology, but also because offaults in concept and business model, as well as a lack of focus onpublic decision concepts.

The Skyway-system according to the invention is ideally suited forinstallation in existing city centres as it only requires limited realestate and will give limited disturbance to the existing patterns oftraffic during installation, because of a large degree ofprefabrication. As an example, related to the building of a completelynew part of a city, for example at the geographically central area atFornebu Airport (closing and released in 1998), a system can accordingto the invention be installed after erecting the skeletons of buildings.In addition, the system can be easily expanded, allowing expansionaccording to real needs rather than estimated needs.

By the preferred embodiment of a PRT transport system according to theinvention, the stations 8 will in a simple way be integrated in thebuildings (FIG. 2), and simultaneously the system will be affordableenough to provide extensive coverage. One can further enhance thesesynergies by using a PRT system as “horizontal elevators”. One can thenconveniently go from one building to another in air-conditioned climate.This will integrate buildings over large ground areas. Elevating tracksabove ground, using wall fasteners or posts provides increasedopportunities for green areas and gives less conflict with other modesof transport. In a vehicle according to the invention there will beseats, but it will also give room to standing passengers, for bicycles,baby strollers and wheelchairs.

Aesthetically, transportation structures above ground represent for manypeople something new and thereby initially something negative, feelingsto be taken quite seriously. During recent years, it has increasinglybeen acknowledged that the lack of accessibility within some cities hasreached intolerable levels, and the costs of underground systems havebecome prohibitive. Further, there is increased focus on the exhaustgases from combustion engines and noise, and not the least on theconsumption of energy from transportation itself. Energy consumptionfrom land-based transport is to a large extent to be attributed tofrequent starts and stops, and that the weight of physical safetyfeatures is high. A system where the vehicles do not stop between startand destination and thereby is subjected to fewer accelerations, andwhich also is designed so that the vehicles can not collide with eachother, and where the vehicles have lower weight, will in total consumeless energy. By electric operation one avoids local pollution and limitsnoise.

Installation-wise and development-wise, it may be right to design thesystem to operate in Mini-GRT mode in a simple network initially. Later,one can make the most used stations off-line, which will allow non-stoptransport in PRT mode.

Known system concepts, known technology from the field.

U.S. Pat. No. 1,380,732 “Pleasure Railway Structure” describe anamusement park vehicle with railway-type wheels with inner flange. Thevehicles drive on two rails on crossties where each rail is put togetherby a flat rolling surface being higher than the inner flange of thewheel, a covering beam arranged horizontally and standing on its shortcross-section side face, with its standing, longer cross-section, sideface being taller than the diameter of the wear path/outward contactsurface of the wheel, and an upper mounted covering horizontal railarranged on top of the covering bar and being parallel with the rollpath. Thus the rail described in U.S. Pat. No. 1,380,732 does not forman independently carrying structure, but is carried by the underlyingcrossties. The wheels of the vehicle and corresponding axle is mountedunder the bottom floor of the vehicle and the vehicle does not utilisethe height of the rails to lower the vehicle down towards the lower partof the rails and loose thereby the possibility to achieve a minimumcross-section profile of rails and vehicle, and thereby a more economicembodiment of the invention and better utilisation of space. This hasprobably not been a consideration since the purpose was a “PleasureRailway”, in a kind of amusement park.

U.S. Pat. No. 5,282,426 uses the same rail principles as in U.S. Pat.No. 1,380,732, and makes it therefore impossible to drive if the railsare arranged directly on the ground.

U.S. Pat. No. 5,020,446 describe wheels with outer flanges. GB 1 354 638“Guided Transportation Vehicle” (1974) describe a rail-guided groundbased vehicle in a transportation system. The guiding wheel 24, arrangedoutside of the main wheels 14, force the vehicle to follow the verticalrails on the right and left side of the track. The guiding wheelsarranged at the vehicle guiding mechanism 76, which is mounted above andextend outside of the guiding rail, rolls on the outside of the guidingrails 22. Here is similarly the wheels mounted with short axle distanceinside wheel compartments in the vehicle, and not as a wide trackconfiguration, where the wheels are running on rails on each side of thevehicle according to the preferred embodiment of the invention.

GB 1 511 910 “Improvements in or relating to vehicular transportationsystems” describes a guiding arrangement on vehicles. The guiding railis arranged on the branching junctions along the track. The guidingarrangement is designed for pre-positioning and thereby latch onto thepre-selected right or left guiding rail as the vehicle reaches ajunction where the vehicle has to choose one of two directions, right orleft.

Known PRT systems are either based on the vehicles moving on rails onground, or the vehicles moving on top of, on the side of, or underelevated track beams (FIG. 1). Common to all PRT systems is the need fora “switching-system” (junction guiding arrangement) which allow thetracks to split into two tracks, and for two tracks to join into one.Without this functionality the realisation of a network as shown in FIG.3 with off-line stations be impossible. The elevated systems are to somedegree derived from the metaphor of the “Monorail”, which is based on analong running support beam with tracks. An advantage with only one alongrunning support beam is that it only to a limited degree appear visuallyintrusive, but the disadvantageous are numerous:

Standing on Tracks

The vehicle is balancing on top of a track beam, and requires manymechanisms to ensure it will not fall down. Raytheon's system has firsta large-diameter along running steel tube underneath, and then thetracks on top, on which the motorized under-carriage of the vehicleroll, with the passenger carriage on top. Even though only sittingpassengers are permitted and only 1.5 m interior height, the wholestructure measures approximately 3.5 m from bottom to top. Further,on-top systems are susceptible to snow and icing, and one riskscolliding with people or animals on the tracks.

Hanging on the Side of Track Beams

The core idea of this arrangement is to permit vehicles to go on bothsides of the same beam, thus limiting visual impact of the beam.However, torsion considerations require that support poles and trackbeams will have to be particularly rigid, and thereby expensive. Butmost seriously, the junction switch becomes quite complex and causessystems with active junctions to become quite expensive to build.

Ranging Under Beams

A vehicle hanging under a track beam is more exposed to possible damagefrom other vehicles travelling beneath it, and additionally, junctionswill be more complex because the main suspension arrangement bars duringfor example a left turn in a junction will have to pass “trough” therails of the track going to the right. In strong winds, the vehicle willbe exposed to great forces that can cause a pendulum type movement.

The purpose according to this invention is to maintain the advantages ofthe above described system concepts based on known technology fromrail-going transport systems, preferably based on posts supporting trackbeams with rails, but simultaneously to avoid many of the disadvantageswith known technologies for support and guidance of the vehicles.

SUMMARY OF THE INVENTION

The invention comprises a type system with ring-type transport for onetransport direction, with track junctions connecting tracks on or aboveground, consisting of pair-wise parallel running rails with fixed trackwidth, with load-carrying vehicles with wheels, where the track aboveground includes along running beams with an open track with heightlarger than the diameter of the wheels along the inner surfaces of thecarrying beams, with rails arranged on a lower surface of the track,where the beams can be arranged on carrying posts or fixed to walls, andwhere the rails on flat ground is arranged on the ground.

The new and characteristic of the invention is:

active or controllable track junctions “Y” comprising of a preferablystraight main track section “Y”R and a deviation track section “Y”B toone of the sides of the direction of travel, either only to the right,or only to the left of the main track section “Y”R

passive collecting track junctions “λ” (in the direction of travel)comprising of a straight track section “λ”R and a curved track section“λ”B, arranged in such a way that vehicles when backing through apassive “λ-junction” under normal operations only follows the straighttrack section “λ”R.

Other characteristics of this invention are according to the dependentclaim, and according to the following Figure description and thedetailed description of the system components.

FIGURE DESCRIPTION

The invention will in the following be described with reference to theaccompanying figures with reference numerals.

FIG. 1 shows different PRT concepts.

FIG. 2 shows a sketch of a typical station in a transport systemaccording to the invention.

FIG. 3 shows a single PRT network with off-line stations according toknown technology.

FIG. 4a is principle-schematics of a track for the transport systemaccording to the invention, with an Y-shaped post supporting the twoparallel along running beams with the rails.

FIG. 4b describes a cross-section of a vehicle with built-in engine.

FIG. 4C shows a cross section of a carrying beam.

FIG. 5 describes a section of a vehicle with wheels shown on the rails,where the vehicle is shown from behind.

FIG. 6 shows what is defined as the wheel cavity in is respectively theright and left along running beams with rails.

FIG. 7 is in plane section a principle-sketch of a vehicle between twoalong running beams.

FIG. 8 sketches a possible arrangement in the vehicle.

FIG. 9 sketches in side elevation view and partial section a vehicle anda beam, seen from the side.

FIG. 10 shows in perspective view a simple sketch of a track accordingto the invention, in addition to a track section.

FIG. 11 sketches a possible arrangement for opening the vehicle doors,according to the invention.

FIG. 12 shows on top a photography of cars on a highway. Below is shownan illustration of the transported people, which these cars reallycontain.

FIG. 13 shows on top the same transported people as in FIG. 12,assembled to the sides in the middle of the highway, and illustrates thecapacity of the highway. Below is shown the vehicles, which according tothe invention would be required in a transport system according to theinvention.

FIG. 14 sketches a transport system according to the invention,comprising of a simple network with junctions.

FIG. 15 shows a principle-sketch of the different rail sectionsaccording to the invention.

FIG. 16 is a principal-sketch of a passive rail section Ax.

FIG. 17 is a principal-sketch of a passive rail section Bx.

FIG. 18 is a principal-sketch of a passive rail section B1H.

FIG. 19 is a principal-sketch of a passive rail section B1V.

FIG. 20 is a principal-sketch of a passive rail section Cx.

FIG. 21 is a principal-sketch of passive rail C1V and C1H.

FIG. 22 shows a preferred embodiment of the main track, off-line tracks,parking tracks and station, according to the invention.

FIG. 23 is a section view of a vehicle and shows the mechanical parts,particularly a vehicle guiding mechanism, which according to theinvention is used for active guiding in the vehicle.

FIG. 24 sketches in vertical section elevation view, the positions ofthe vehicle guiding mechanism from FIG. 23 in interaction with theguiding rails arranged parallel to the right or left rails.

FIG. 25 shows in plane view the arrangements with guiding rails in AYjunction

FIG. 26 shows in side elevation view and partial section, holes or slitsfor vehicle guiding mechanisms arranged in the wheel compartments.

FIG. 27 sketches in plane view a possible embodiment in the form of ahinged junction mechanism.

FIG. 28 sketches a detail of a possible embodiment of the invention, Yjunction with active and hinged rails as shown in FIG. 27, in the twopositions.

FIG. 29 is a plane view of a possible, non-preferred embodiment of theinvention in the form of a hinged partial junction, in two positions.

FIG. 30 shows a section of an arrangement according to the inventionwith a vehicle at a station gate. The station can be part of a floor ina building, for example next to an outer wall, but also in a tunnelgoing partly or fully through the building.

FIG. 31 illustrates a multi-gate station with queue-organising devicesnext to the gates to the vehicles.

FIG. 32 shows a plane view of the principle for a floor of a parkingfacility, including an elevating mechanism arranged outside the outerwall.

FIG. 33 shows in side view the top of the carrying beam in aluminiumwith a steel rail, and the same steel rail seen from above anarrangement for compensating the difference of the expansion factors ofthe aluminium beam and the steel rail.

DETAILED DESCRIPTION

A system according to the invention can fundamentally be described bythe system being based on a main track with two parallel, along running,carrying beams (FIG. 4a): a left beam 11 and a right beam 11′. Eachvehicle 2 is supported directly on the wheel axles 220 to four wheels22, arranged two wheels on each side of the vehicle 2 (FIG. 4b). Theaxles 220 go through an open, along running, track 110,110′, which formtwo partly closed and along running wheel cavities 110, 110′ (FIG. 6),on the inside 111, 111′ of the two beams 11,11′ (FIG. 5). For the wheels22, there is a rail 3, 3′ in each track 110,110′. In the wheel cavities110,110′ there is also communication cables, electrical contact wiresfor power supply, in addition to a guiding rail 114, 114′ on those partsof the track 1 where the vehicle 2 is to choose between continuing ormaking a turn. The vehicle 2 thereby travel between the two beams 11,11′ (FIG. 7), and achieve thereby exceptional stability and level ofsafety, opposed to the transportation systems according to knowntechnology. These features allow designing the vehicles 2 with fullheight for standing passengers, and simultaneously keep a comparativelylow total height. The reduced weight can be used to increase the numberof passengers in each vehicle from typically 4 to 6-8 people (FIG. 8).The two beams 11,11′ will typically reach up to the armrest of theinterior chairs on each side of the vehicle (FIG. 9), and most wallsurface above this will be made from glass. In the ceiling of thevehicle 2, there can be arranged a sunroof to be opened manually whenthe weather makes this preferable. The main advantage of this wholespecial arrangement is otherwise that the vehicle support system and thetransfer of propulsion power becomes significantly simplified, and theengine (242 in FIG. 4b) and breaking mechanisms (not shown) can beinstalled directly under the seats 28′ inside the engine compartment orunder the baggage shelf 28 in the vehicle 2 (FIG. 8). This reducescomplexity, lowers weight, lowers costs and improves serviceability. Inaddition, this means that each of the beams 11,11′ only has to support(less than) half of the weights each, distributed on two points with 3-4m distance. This has great beneficial consequences on the dimensioningof the beams 11,11′, and the reduced dimensions will for example allowthe use of extruded beams 11,11′ instead of complex frame designs.

The challenges of such a system architecture becomes to design goodsolutions for the station 8, where both passengers and goods are to betransferred in/out of the vehicle 2, and additionally to design safe andquick switching mechanisms (shown by 6, 6λ, 6YR, 6YB, 6λR, 6Bλ, Bλ, andCλ in FIG. 14 and in FIG. 15 by AyV, AyH, Ax, BλV, BλH, Bx, CλV, CλH andCx). This application is about how the special arrangement, togetherwith solutions for stations S and switching systems A, B, C togetherform a new and complete system.

Weight

The most important features of a Skyway system according to theinvention are functionality and safety, but the main cost driver isweight. There are three main physical components in the system, vehicles2, beams 11,11′ and posts 140. The track 1 consist of beams 11,11′ andposts 140, and stations 8 are distributed next to the track. A tracksegment can be defined as the “T” a post 140 form with the beams 11,11′on each side, halfway to the two next posts 140 (FIG. 10). The system isin the simplest configuration thought realised by the vehicles 2 holdingsuch a distance that there are always (less than) one vehicle 2 for eachtrack segment.

The sum of the weight of a track segment and one vehicle 2 then give themaximum weight load for each post 140. This weight will determine thedimensioning of the foundations for the post 140. There are largecost-wise consequences if one can have “floating” foundations (notshown) in stead of having to drive poles into the ground. One kilo inthe vehicle 2 is thereby equally significant to one kilo in the beams11,11′ or one kilo in the post 140, and using costly materials can beworthwhile, as long as weight is saved.

Vehicle

The vehicle 2 weight is therefore very important for total system cost,and all solutions, which reduce weight, are important. For example, onecan leave to the stations 8 to carry the weight of the door-openingarrangements, and likewise to hold an arrangement that push the vehicle2 when starting, allowing lighter on-board engines.

Light vehicles 2, for example made from Aluminium and compositematerials and having a weight of typically 500 kg and be designed fortypically 700 kg of load. This loading capacity could be used totransport 6-8 people or for container-based goods transport. Innervehicle measurements could be typically width 2.0 m, height 1.9 m andlength 3.6 m. The vehicles would have large window surfaces which wouldprovide good views, and the vehicle would be designed for providing fullstanding height, having a combination of fixed seats and folding seats.The design of the vehicles 2 would allow transport of up to fourwheelchairs, baby strollers and bicycles.

Ease of maintenance is important, and the use of rubber wheels isthought to be unpractical. It is therefore probable that one will chooseto use wheels 22 that have a wear surface of steel, which roll on rails114,114′ of steel inside the along running track 110,110′ of the beams11,11′. One can choose to arrange the steel rails 114,114′ on a rubbermat to reduce noise levels. Likewise, one can choose to make the wheelswith partly flexible wheel spokes. The wheel spokes will then performthe dampening that the rubber wheel normally supply. The axle or axles220 between the wheels 22 will further be fixed inside the vehicle usinga dampening arrangement.

First generation vehicles 2 will therefore probably be based on wheels22, most probably steel wheels rolling on steel rails 114, 114′, whereone or more electric engines 242 propel at least one of the wheels 22.It is thought to be one wheel 22 in each corner, where the axle 220 ofthe wheels 22 simultaneously carry the vehicle 2. At least one of thewheels 2 must have a breaking arrangement. In a future version, one canimagine the use of linear engines for propulsion, and finally maybereplace the wheels 22 with an electromagnetic levitating arrangement.Electric engines 22, and particularly linear engines, can be used toprovide breaking, and partly also for recuperating parts of the dynamicenergy back in the form of electric current.

From weight considerations, one can envision seats 28, tables, etc madefrom Magnesium frames, and that the shell of the vehicle is made fromAluminium, where an independently carrying structure simultaneouslyprovides an esthetical outer design. Regarding the windows, strength andweight will be important, price less so. One will probably also findthat the total energy consumption will be minimised by insulating thevehicles somewhat less than normal for other vehicles and rather usesome more (weightless) electricity for heating/cooling of the vehicle 2air.

Passenger comfort is highly appreciated. A preferred embodiment of theinvention of the vehicle 2 and rails 3,3′ must be arranged to givelittle vibrations by having a high degree of precision in rails 3,3′,combined with a good dampening arrangement in the vehicles 2,noise-dampening suspension and resonance-dampening arrangements in thevehicle 2, in addition to a well functioning ventilation system, highlevels of safety and god viewing visibility, features that belong toknown technologies for vehicles.

A possible embodiment of the vehicle 2 has a combination of three fixedseats 28 in the back related to direction of travel and two fixed seats28 in the front with tiltable backrests (FIG. 8). Next to the two innerfixed seats one can arrange a fixed table designed for folding down.Between these two tables, there can be room for a folding seat 28′, andlikewise between the two front seats 28.

One will always exit the vehicle 2 on the right side, and the door 30must be designed to be wide enough for allowing entering passengers topass those who exit (FIGS. 8 and 11). Average time at stations 8required for each vehicle 2 which stop will then typically be 8-12seconds. In countries where cars is driven on the left-hand side of theroad, it will probably be practical that “Skyway” drive on the left-handside, with the door opening to the left of the vehicle.

The vehicle 2 is further thought realised having four safetyarrangements in the general area above the wheels, which lie above thebeams 11,11′ on each side (FIG. 5). This will prevent the vehicle 2 fromfalling down in case one of the axles should break or the vehicle 2should be running off the rails. In addition to providing technicalsafety, such an embodiment would also contribute to an increasedperception of safety among passengers.

Track

The track or rail 3,3′ consist of two steel rails 114, 114′ arranged oneeach inside the wheel cavity or open track 110, 110′ in each of thebeams 11, 11′ (FIGS. 4a, 4 b, 4 c, 5). The wheels 22 of the vehicle 2will have railroad-type flanges 22F on the outer part of the wheels withrelationship to the vehicle 2. The flange 22F averts derailing. If asteel rail 114, 114′ is arranged for example on Aluminium beams 11, 11′,it will be necessary to take care of thermal expansions.

The two parallel beams 11,11′ will typically be made from light metalsand be sufficiently elevated from the ground to minimise estheticalinterference and avoid conflict with ground-based traffic. This willtypically be 5-6 m above ground so that the outer floor 210′ of thevehicle is 5-6 m above ground. The width of each of the two parallelbeams 11,11′ can be about 0.5 m and the height 0.8 m. The load-carryingelement in each beam 11,11′ can be an I-bar, and the beams 11,11′ cancomprise a surface sheet of Aluminium for protection against rain, snowand ice. If this outer surface were to reflect light, it would furtherminimise visual esthetical interference from ground level, because sucha surface would to some degree mirror clouds and sky, and thereby appearless intrusive. The posts 140 can be made from light metal or otherpractical and light material.

A heating arrangement can be built inside the surface sheet of the beams11,11′ to prevent ice formation, and the beams must have holes in thebottom to allow water to come out, and to provide some ventilation.

On the top of each beam 11,11′ there can in the preferred embodiment bean along running hollow chamber where the one is meant for datacables/fiberoptics for the communication needs of the system itself, andthe other intended for supporting fiberoptic cables fordatacommunication, television, telecommunication or other information,as a cost-effective alternative to digging these into the ground. Thiswould be particularly relevant for providing high-speed communication tothe buildings next to the beams 11,11′ and next to stations 8.

Weight is a central term. At a speed of say 45 km/t and a 2.5 secondstime spacing, the distance between vehicles 2 would be 30 m. Holdingfour or six passengers in each vehicle 2, the capacity of one trackwould be respectively 5.760 and 8.640 passengers per hour. This iscomparable to the capacity of a four to six lane highway (FIGS. 12,13),and represent a higher capacity than both bus and train. If each post isspaced each 15-25 m, one would then only have one vehicle 2 for eachpost 140 and track segment at a time. This will be a fundamentalequation in the dimensioning of the track.

The track 1 will typically be installed above ground above sidewalks,roads, highways, bridges, railroads, and agricultural areas, alongridges or passing rivers or canyons. But the track 1 can also beinstalled on ground level, go through underground tunnels or dedicated“holes” in buildings.

Switching Arrangements

To be able to build a network (FIG. 14) and make non-stop transportpossible, it is necessary to be able to let one track 1 split into two(a Y-junction) (FIG. 15), and for two tracks to be joined into one (a λjunction). The letter “λ” is used to illustrate the shape of thejunction where two tracks 1 join into one track 1. To let two tracks 1join into one track is possible with no moving parts (FIGS. 16, 17, 18,19, 20, 21). But in order to sending the vehicle either to the right orleft (alternatively straight-ahead), active mechanical (or activemagnetic) arrangements are required. The moving parts can either be partof the track 1 or the vehicle 2. In both cases they are in the preferredembodiment of the invention computer controlled.

The first rule in the preferred embodiment of the invention is safety. Avehicle 2 going off the tracks 1 is absolutely and definitely unwanted.Thereafter it is paramount for a PRT system that the system allowvehicles 2 to travel close after one another, as this directly impactsthe maximum capacity of the system. As people get used to travelling thesystem, one can gradually decrease headway, in principle to sub-secondtime distance. In such a case the beams 11,11′ will have to bedimensioned for increased load, and one can envision that in the futurethat some long-haul tracks 1 will be dimensioned for sub-second headway,while feeder-tracks maintain at least 2-3 seconds headway to allow moreaffordable beams 11,11′ and greater perceived levels of safety.

If a system contains relatively few switching junctions 6Y and a largenumber of vehicles 2, active tracks AY can be the best choice, while ina network with many track junctions 6Y relative to number of vehicles 2,active guiding arrangements 6S (FIG. 23) in each vehicle 2 becomes moreattractive.

FIG. 22 shows a typical configuration of an off-line station 8, based onvehicles travelling on the right-hand side. First there is a AY junctionallowing vehicles 2 to leave the main track. It then arrives at a Bjunction that joins a parking track for available vehicles with theoff-line track. The stations 8 can have several gates. The track 1 fromAY to the station 8 is for deceleration. After the station 8 there is anacceleration track to the c junction, which connect the off-lineside-track with the main track again. All these track junctions A, B andC can be designed with one straight main track with outgoing or incomingside tracks. The advantage with such an arrangement is on the one handto allow vehicles 2 freely to move back and forth on the straight trackwithout having to use the guiding arrangement 6Y or 6s. This isfunctionally convenient for allowing vehicles 2 to travel back and forthbetween the station 8 and the parking track without the need for activeswitching, and it also increases safety by for example allowing avehicle 2 to continue on the main track if the guiding arrangements arenot activated.

Active Guiding Arrangement in the Vehicle

The most probable switching arrangement will have to have the activecontrol inside the vehicle. Here one can use a car as a metaphor, as itis “the car itself” that decide where to go. A most probable system forallowing the vehicle 2 to choose between the right or left track, is tohave an “in-vehicle-switch”. This means that the active element isinside the vehicle itself. In the Skyway system there are to be twoguiding arrangements 6s, one next to each pair of wheels 22, 22′, whichin a AY junction latches onto a guiding rail 114,114′ inside the beams11,11′ through vertical holes on each side of the vehicle 2. Eachvehicle guiding arrangement 6s is supplied with a guiding wheel 66s,66s′in each end, so that when the guiding arrangement 6s is in thehorizontal position, the guiding wheels 66s,66s′ can spin freely, lyingin the horizontal plane (FIG. 23).

As soon as the vehicle 2 has passed a AY junction, both vehicle guidingarrangements 6s will be locked into the position they must have in thenext AY junction AY, B, C. If one of the two guiding arrangement 6s isstuck, the other guiding arrangement 6s is locked into the same positionas the defect one. This vehicle 2 can then be guided through the tracknetwork to the first available station 8 for repair. If both of theguiding arrangements 6s should be locked in different positions, breaksare immediately applied. This control sequence would only require a fewseconds, and if the AY junctions were at least 100-200 m apart, vehiclescould break and stop in case of failures and thereby avoid accidents.Normally both guiding arrangements 6s would quickly be in the correctposition, and when approaching the next AY junction, the guiding rails114,114′ (FIG. 25) would gradually appear (relative to the vehicle 2) inboth along running tracks. The pair of guiding wheels 66s, 66s′ on theguiding arrangements being in the uppermost position would graduallylatch onto the corresponding guiding rails 114, 114′ and pull thevehicle 2 gently, but firmly in this direction, and thereby guide thevehicle 2 safely in the right direction. After the vehicle 2 passing thejunction, the guiding rails 116, 116′ would again disappear (relativethe vehicle 2). The guiding rails 114,114′ are shaped in such a way thatthe guiding wheels 66s,66s′ are not able to loose their latch-on duringa turn. This way, all required physical movements would be performed andverified in good time before the vehicle 2 enters the junction, and noactivities would thereby be time-critical. In principle, vehicles 2could therefore travel with only a few centimeters of headroom, andstill be safely guided to their individual destinations. It is notstrictly required to have a complete guiding arrangement 6s, becauseindependent arrangements for each guiding wheels 66s,66s′ would bepossible. But the advantage of the complete guiding arrangements 6s, isthat when the on end is up, the other end is automatically down. Thiswould also be easy to verify by the use of robust mechanical switches orby the use of other sensors.

A critical issues for a switch is cold, with snow and ice, because theswitches could be locked into an unwanted position. By only usingpassive rail switches (6Y, 6λB, 6λC), the number of potential problemsis significantly reduced, even though some heating arrangement mightstill be required in track junctions for the melting of snow or ice,because parts of the rails 3,3′ will be exposed while being lead fromone pair of beams 110,110′ to the next. By installing the guidingarrangements 6S together with the wheel axles 220, the breaks and in oneinstance also the engine(s) 242 inside the vehicle, and simultaneouslyventilating used air from the inside of the vehicle 2 through thesecompartments and out through the holes (FIG. 26) for the guidingarrangements 6S, icing would not be a problem for the active guidingarrangements. Service and maintenance could easily be performed throughhatches inside the vehicle. With active guiding arrangements 6Sinstalled inside each vehicles 2, all track junctions (6Y, 6λB, 6λC)could be “passive”, i.e. with no moving parts. As the Skyway system isthought to be installed also in less industrialised countries, it isparticularly important to use robust technologies that can be bothunderstood and maintained by local employees.

Active Track Guiding Arrangements

Alternatively one can choose to have the active guiding arrangementsintegrated in the tracks. Here it is natural to use railroad technologyas a reference, as rail switches in that case guide the trains todestinations. The only active junction is similarly the AY junction,that can be imagined designed as if a few meter long track segment hadbeen cut away. Using a hinged switching arrangement (FIGS. 27, 28), orutilising a side-moving arrangement (FIG. 29), one would, utilising thistrack segment switching arrangement guide vehicles to the one or otherdirection.

Such an arrangement would not require any guiding arrangement in eachvehicle. The disadvantages would be that the moving track segment wouldbe exposed to the elements, and would require separate care to avoidfreezing in winter. Maintenance would also be cumbersome. In addition,these physical movements would also require some amount of time, whichagain would require of the vehicles 2 to travel with large headway toallow the switch to be set and verified in the right position in goodtime before any vehicles 2 arriving.

It is fully feasible to design such a switch for allowing a vehicle 2 tofall onto a straight and underlying pair of rails if the switch was notproperly set, providing the main track was going straight ahead. Theunderlying safety rails (not shown) would be arranged in such a way thatthe vehicle 2 by its own speed would continue straight ahead andsomewhat upwards, and then fall down again on the main track. It ishowever envisioned that utilise in-vehicle switching by means of guidingarrangements 6S inside the vehicles 2, being the simplest and mostfunctional embodiment.

Stations

FIG. 2 shows one possible layout of a station 8. The station 8 willtypically be installed in the second or third floor of existingbuildings such as housing complexes, centres of activity, officebuildings, institutions, schools, day-care centres, etc. At a station 8,on the side of the door (in Norway on the right-hand side), a section ofthe beam 11′ will disappear where the door is opening, and the rail willbe installed across the in- and out-pathway for the passengers (FIG.30). When on the station, power is supplied to the vehicle 2 from theleft beam.

The doors 30 are to be wide enough to allow simultaneous embarking anddisembarking of the vehicle (FIG. 11). In Norway, embarking would be onthe right-hand side, and disembarking on the right-hand, and the otherway around in countries with left side driving.

To save weight in each vehicle 2, an arrangement in the station 8 willopen and close the doors 30 of the vehicle 8. The doors 30 are hinged inthe vehicle 2, and will open towards the station 8. These two doors thenform the walls in a short (the length of the doors, about 70 cm)corridor 30′ into the station 8 (FIG. 11). The doors 81 of the station 8itself glide to the sides behind a screen or window, synchronised withthe opening of the vehicle. 2 doors 30. To ensure the vehicles 2 do nottravel overloaded, weighing arrangements and indicators will beinstalled in all stations.

During peak hours when all vehicles are used, traffic will tend to beunidirectional; i.e. people are travelling from living areas to workingareas. Seldom people will simultaneously embark and disembark at thesame station 8. Utilising wide doors 30, short stopping times will berequired. An average stopping time for vehicles 2 at stations 8 isenvisioned to be in the order of 8-12 seconds. During peak hours,vehicles will typically leave a station gate 81 every 15-30 seconds,depending of how many gates 81 there are after one another at thestation 8 and how many vehicles 2 are available.

To increase station 8 capacity, one can install more station gates afterone another for vehicles at the same station or off-line track (FIG.31). The total station capacity per hour will typically be, with numberof gates shown and 4 passengers in each vehicle 2: capacity per hourwill typically be, with number of gates 80 shown and 4 passengers ineach vehicle 2:

1 gate  1000 passengers/hour 2 gates 1714 passengers/hour 3 gates 2250passengers/hour 4 gates 2667 passengers/hour 5 gates 3000passengers/hour

By allowing 6-7 passengers in each vehicle 2, capacity is increased with50-100%. Capacity numbers are comparable to multi-lane highways, trainand subway, but at significantly lower cost.

The increased capacity of one extra gate 81 will decrease with thenumber of previous gates, and more than 4-5 gates at one single station8 are probably not worthwhile. If capacity needs to be increasedfurther, the system needs to be designed for more passengers per vehicle2 or one must increase number of stations 8. But since one of thepurposes of a PRT system is to be able to have a high density ofstations, that is no problem. On tracks 1 with little traffic, it isprobably cost-effective to allow stations 8 to be directly on the maintrack 1, while tracks with high traffic volumes will have stations 8 onoff-line tracks.

Arrangement for Starting of Vehicles

Electrical rotary engines have the characteristics that they can delivertheir power over a wide range of rotation speeds. But for use invehicles, the engines must be dimensioned for maximum required powerlevels, which correspond to the power required for accelerating thevehicle. Particularly, it requires much power to get a vehicle goingfrom standstill. Simultaneously, it is clear that one want to avoidgearing systems in each vehicle. Since vehicles 2 are normally only tostart from standstill at stations 8, it can be advantageous to have anarrangement in each gate that gently starts the vehicle 2 to a speed of3-4 km per hour, about 1 meters per second. Such an arrangement wouldallow significantly smaller engines in the vehicles 2, withconsequential advantages for cost and weight. If vehicles 2 were to stopon the track, it would be acceptable for passengers that the vehiclethis time accelerated very slowly. Given such a starting arrangement oneach station 8, the engines could be dimensioned according to powerrequired for propelling vehicles 2 with required speed up the steepestslope of the track 1.

Integrated Elevation Arrangement

On some stations 8 it can be convenient to integrate a verticalelevating arrangement for vehicles 2 in one or more of the station gates(FIG. 32). By being able to elevate the vehicle 2 to the required floor,a system for transportation from any floor of one building to any floorof another building would be feasible. This arrangement will possibly beincluded, particularly in new buildings.

Distribution of Empty Vehicles

At many stations 8 it would be advantageous to be able to park emptyvehicles 2, being ready for use on demand. Only to a limited degree canthey be parked at a gate because other vehicles 2 might need to use orpass this gate. By introducing a junction, a short, dead-end tracksection can be added at the station 8 where vehicles can be parked inattention (FIG. 22). One can choose to allow the vehicles 2 the featureof backing, but this would increase cost, weight and complexity of eachvehicle 2. In stead, one can introduce a parking arrangement (not shown)in the station 8, where some sort of mechanical “arm” latches on to thevehicle 2 and move it to its parking place. For example, one can have anumber of such “arms” at each station 8 equalling number of parkingspaces. This arrangement can be designed in such a way that the armsneed to be 4 meters equidistant when moving or in parking position, sothat the vehicles becomes nicely parked after one another.Alternatively, one arm can park each vehicle 2, and the vehicle in frontdrives slowly forward when required.

The Human Factor

In an automatic PRT system, a main point is that there are to be nodrivers. But in many instances it is important to remember to introducehuman factors, and it is probable that there will be a number of stationMasters. Some stations 8 will be permanently manned, other stationssemi-permanently, particularly during peak hours or during the times ofday when the system is used by children to or from schools andkindergarten. An automatic system shall be self-sufficient, but thereare still more reasons for human involvement. Some passengers willrequire assistance and tourists will probably increase system use ifthey are offered help and advice.

For example, it can be sensible for a station Master to check that eachvehicle is OK and empty before sending it to the parking track. Thestation Master can also keep an eye to who enter the vehicle and if thevehicle is OK when people are leaving. Random ticket controls can alsobe required. The station Master can for example have a display in thestation 8 that show how many passengers are supposed to be in anarriving vehicle, how many is to disembark and how many are to proceed.

Computer Control and Functionality

The computer system can be decentralised and distributed. Each vehicle 2will in such a case have on-board computer and software, with clearlydefined interfaces to other computers in the system. All vehicles willknow their own position, the position of all other vehicles and thedestination of each. The required data communication can be wireless,via a distributed antenna (“leaky” cable) in the wheel cavity, via fixedlines to each station 8 or by a combination of the above.

One will probably allow asynchronous transport of vehicles 2 on thetrack, but synchronise vehicle traffic at track junctions, i.e. wheretwo tracks are joined into one track. Some time before a vehicle 2 is topass a track junction, it will reserve the first free time slot it canuse for going through the track junction. All vehicles will haveinformation about all such reservations, and will adjust its own speedaccordingly. Each track junction will have its own computer forsurveying possible vehicle conflicts at its own track junction. Likewiseall track segments, or groups thereof, will have a dedicated computer,and also all stations 8 and an operations surveillance central. Thesecomputers will with present technology be quite affordable, even thoughthey will hold and process much information.

Sensors along the track will provide vehicles exact positioninginformation, as a supplement to calculated position. This is ofparticular importance near track junctions and at stations 8. Theoperations surveillance central will be able to override the route ofeach vehicle 2 and will also be able to assign vehicle 2 prioritythrough track junctions.

Initially, a track segment will be designed for a particular speed, withfixed curvature and tilting of curved sections. This means that it willbe the track section that will assign the maximum speed to vehiclestravelling on that track section. The vehicles 2 will only have thepower to reduce speed. If the computer in the track segment findpossible conflicts, propulsion power to vehicles will be turned off, andthe computer in each vehicle will apply vehicle breaks. As an additionalfeature of safety, distance sensors can be introduced into each vehicle.In addition, a sealed and manual emergency break will be provided foreach vehicle 2, so that the passengers also have the power to stop avehicle. There will always arise emergency situations, which are notpossible to foresee, or that are not practical to assign a technicalsolution, and it will therefore provide passengers with additionalsafety to allow them to be able to stop the vehicle by themselves. Theemergency break release must be arranged in the vehicle so that childrencould release it. By releasing the emergency break, vocal communicationswould be established between the vehicle and the operations surveillancecentral, so that necessary precautions could be taken. A separateintercom for conversation with the operations surveillance central wouldbe provided in each vehicle an extra safety feature. Violator wouldanyhow not be able to escape without attracting attention, so misuse ofabove features would be a minimal problem.

The system would be able to operate both in Mini-GRT mode and in PRTmode, in addition to intermediate modes. This means that a passengereither could travel alone non-stop, with others on a fixed route or withothers from one area to another area.

In rush hours (maximum traffic load) one might offer passengers theopportunity to share a vehicle, by having the computer calculate a routefor the vehicle that collect passengers from one area travelling to onedestination. During rush hours, it will probably be expensive to travelalone. Outside of rush hours, there will always be empty vehiclesavailable. Some of these will be ready next to stations and some will beparked in special garages. But some empty vehicles will also be “parked”moving around in the system, or being on the way to stations 8 accordingto anticipated demand. In this case, theory about “learning computers”can be applied.

Power Supply

Both beams 11,11′ contain in the wheel cavities contact tracks forcurrent delivered from a central or distributed power stations. Eachvehicle has on each side a collector shoe or trolley shoe to be able toreceive the electric power. Having these on both side of the vehicle isboth for achieving greater reliability, but also for example becausevehicles on stations 8 only can pick up the current from the left-handside, and in junctions only from one of the sides.

One can choose to have current delivered from a central power station,introduce a cellular power supply grid, or to deliver power frombuildings along the track. Typically, 20-40 vehicles is estimated prstation 8 in the system, totalling something like 50-400 kW of powerrequired in average for vehicle propulsion per station 8. This is toomuch to drain directly from nearby buildings, but still within reason byinstalling extra circuitry locally.

Goods Transport

Most transportation infrastructure systems are dimensioned for aparticular maximum capacity. The transportation of people in citiesnormally peaks at rush hours, when people are travelling to and fromwork. This means that there will be free capacity outside of rush hours,available for example for the transport of goods. This can be performedby delivery people using the system, but also fully automatic ispossible. Each vehicle 2 having inner free floor surfaces ofapproximately 1.5×2.0 m² and an inner height close to 2 m, will provideclose to 6 m³ available for goods transport. Maximum load will typicallybe in the order of 700 kg, so 6 m³ should be quite sufficient,eliminating the need for removal of seats. Authorised transportationfirms would then order vehicles to required stations, and then send thegoods without human companions to destinations. Special goods stationswould be integrated into warehouses and automated containers would bedeveloped, so that goods eventually could be shipped automatically fromany shelf in one warehouse to any shelf in another warehouse.

To further even out demand in the system, differentiating pricingschemes would be introduced, so that it for example would be mostcost-effective to ship goods at night. Low noise levels would then be ofparamount importance.

Parking

Outside of peak hours, there would be spare capacity. This would meanthat more people would use a vehicle exclusively for themselves, butthere would also be unused vehicles in the system. Some of these wouldbe waiting at a gate in a station 8, and some at the associated parkingtrack. But in addition, there would be a need for dedicated parkingfacilities, in particular if private ownership of vehicles were to bepermitted.

Arranged after one another on a track, a vehicle 2 would require in theorder of 4 m of track, and this length of track would in itself cost inthe order of the same as the vehicle. More affordable and compactparking facilities would have to be developed. A Skyway parking house(FIG. 32) would incorporate the same elevating arrangement as one canchoose to have on building with stations 8. The vehicle will stop on theelevating arrangement integrated into the building and be lifted to theappropriate floor. When on the appropriate floor, the vehicle istransported sideways into the building on a parking platform (not shown)rolling on a separate pair of wheels (not shown) The parking platformcan move sideways in the garage, while the vehicles can move back andfort. If vehicles are not able to propel themselves backwards, one caninstall one elevating arrangement for vehicles going into the garage,one way parking inside, and another elevating arrangement for vehiclesgoing out again, and thereby facilitate very compact and efficientparking. Vehicles parked on lower floors will be quickest to retrieveagain.

Special Services

In cities such as for example Bangkok, one is in deep trouble if caughtin an accident. Streets are so congested that it will take long timebefore help can come to the scene. In such cities, one can equip specialemergency versions of the vehicles, where the floor of the vehicles bymeans of a special arrangement can be lowered 5-7 m to street level.Here, paramedics can give first aid, before the patient is lifted intothe vehicle and driven non-stop to the hospital station. When drivingnon-stop, a speed of for example 45 km/hour is quite rapid. The samekind of emergency vehicles can also be used by other public servicessuch as police and fire-fighting units, etc.

As the width of the vehicles is ca 2 m and total weight includedpassengers will be somewhat above 1200 kg, one can also envision specialtransport vehicles, almost as transportation “platforms”, which cantransport special containers or even move smaller cars.

Safety

Fundamentally, the system is to be designed for passive safety. Thisimplies that the vehicles always will move with a minimum distance toeach other, so that they can not collide. For example, one could designeach track segment in such a way that if two vehicles 2 were to be on atrack segment simultaneously, power supply is cut off to both vehicles.The breaking arrangement in each vehicle would be designed usingfail-safe philosophy. That means that everything must be in order forbreaks to be disengaged. The breaks are by default engaged, mechanicallyforced by an arrangement of springs. When everything is confirmed inorder, an electrical arrangement is activated that disengage themechanical spring. If power is cut, the breaks are thereby automaticallyengaged mechanically. Using this type of design philosophy, one canallow building the vehicles with a minimum of (emotionally rationalised)fender arrangements, without the use of deformation zones. Such measureswill dramatically reduce weight and energy consumption.

Technical errors or failures can still happen causing vehicles 2 to astandstill with breaks engaged on the track. For such cases, there willalways be a modern rope ladder under the baggage shelf behind the backseat of the vehicle. By means of releasing a sealed opening arrangement,one will be able to open the back window and if required climb down tothe ground. Special alarm lights will then warn surface traffic of theemergency situation. Normally, a special evacuating vehicle 2′ would bedispatched that the passengers would be assisted to move into.

One could also utilise for example laser-based technology or othersensor technologies for automatic monitoring of possible damages of thebeams 11,11′ caused by the posts being hit by ground traffic.

Further, it would be natural to use the human element, and therebyinclude social systems into the safety concept. From the vehicle 2, itwould be possible to talk to an operator at the operations surveillancecentral. The operations surveillance central could for example ifrequired redirect the vehicle 2 to travel non-stop to the hospital.Random sound surveillance of vehicles would also probably be accepted bypassengers, provided physical violence from fellow passengers showed tobe a problem. Not the least, the windows of vehicles 2 must be so largeand transparent that people on the street or in nearby buildings alsowould keep an eye that everything was all right with the passengers.Each vehicle 2 would have clear identifying numbers, and if suspicionarose, watchers could call the operations surveillance central which inturn would contact the vehicle.

At least one station 8 in the system would have a permanent staff. Tothis station would be redirected every vehicle where passengers hadpushed a distress button, and no connection the vehicle and theoperations surveillance central could be established. The same wouldhappen at signs of unrest, vandalism or violence. By initiallybroadcasting widely that all wrongdoers automatically is dispatched intothe arms of the police, troublemakers would find other arenas forexpression. Technical systems do not solely require technical safety,being as they are part of a social system, which can form an integratedpart of providing safety.

At a later time, one or more video screens could be installed in eachvehicle, showing for example tourist information, advertisements, orproviding contact with the operations surveillance central. Videosurveillance could be required.

Vehicles would allow the use of mobile phones.

Maintenance

It is very important to have a good system for technical surveillance,quality control and maintenance. The vehicles would automatically andperiodically visit special “Washing machines” and maintenance garagesfor the vehicles. Further, special “track maintenance vehicles” would bedeveloped for automatic quality control and maintenance of tracks. Thisvehicle would, as all other vehicles, by means of positioning technologyalways know its position in the system. It would utilise specialaccelerator sensors for determining the quality and straightness of therails.

Aluminium and steel has for example differing thermal expansion factors,and the steel rail will probably have expansion openings (FIG. 33) thatwould allow some movement. But there would still be a need foradjustments, both laterally and vertically. The rails and beams could bedesigned for automatic adjustment by the maintenance vehicle, withinmechanical tolerances. By larger discrepancies, maintenance personnelwould be called upon.

From Passenger Perspective

The Skyway concept is based on a philosophy of choosing the right levelof complexity, choose “high-tech” where appropriate (Materialstechnology, computer technology) and “low-tech” where appropriate(concept, propulsion, switching). The system is supposed to be so simpleto use that it will appear somewhat boring and taken for granted.

On a station 8, the passenger will meet the ticket machine. There he canpush a button on a map symbolising his destination stations 8, and hewill be asked for differing pricing schemes, for children, adults, etc.Three choices will be provided:

1. Taxi-mode were he will travel alone or with his own party.

2. Mixed mode where he accept to share ride with fellow passengersleaving from the same area as he is, and going together to another area.

3. Route-mode where he accepts to stop on other stations for picking uppassengers going along the same route.

For these three alternatives, he will be provided with information ondeparture time, arrival time and price. When having paid, he will beissued a ticket with the appropriate information, in addition to areference number and the number of the gate of departure.

If having a customer card, this will have to be inserted in the machinebefore destination is selected. On this card is pre-programmed allinformation on preferred prising scheme and possible discounts. Forpassengers with established customer relationship, booking of ticketswill also be available via telephone, mobile phone and on the Internet.

Above each gate inside the station 8 there is an information displayshowing the next 4-6 departures; time of departure and a referencenumber. When the correct vehicle 2 arrives, the passenger embarks. If hedoes not show up, a new ticket needs to be bought.

It will not be very helpful for others to board a vehicle, becausedestination is not supplied on the information display, and you could beexposed to random ticket control at destination.

It will also be permitted to book a repeating ticket, for example forrepetitive travels to work, school, kindergarten, etc. For such travels,special customer cards will be issued, and one vehicle can for exampleaccommodate several children travelling to the same school. In suchcases, the station Master will provide advice and safety control.

The Core of the System Invention

Fundamentally, the invention consist of a new concept, a new arrangementfor automated small vehicles, by the use of at least one track, withpair-wise parallel running rails which has partly enclosed room for thevehicles four side-mounted wheels. The rails are primarily supported byalong running beams on posts 140, or otherwise suspended from above. Thesystem is fundamentally for ring-type transport, but can by means of aswitching arrangement/active junctions be expanded into a network. Therolling surface of the wheels will be just below the outer floor of thevehicles, so that switching using passive track switching is possible.Switching will primarily be performed by means of a two vehicle guidingmechanisms with accompanying guiding wheels in each vehicle 2 latchesonto the right or left guiding rail in a AY junction. The guiding railsare integrated parts of the beams 11,11′ in the junction. The design ofthe vehicle 2 and its positioning with regards to the rails allow thesuspension of the vehicle directly on the axles, and allow installingthe engine, breaking arrangements and vehicle guiding mechanisms intothe vehicle, typically under seats or baggage shelves. The along runningbeams will be so low that good views will be provided for passengers.The vehicle will have full height for standing passengers, and thereduced weights that the system concept allow, in comparison to knownsystems, more passengers per vehicle. The use of two parallel beamscould appear obvious, but the monorail metaphor has probably got sothoroughly stuck in the community of practice, so that no one deviatedfrom this stereotype. Two beams will probably be more visually intrusivethan one. And even though each beam 11,11′ in a Skyway system is smallerthan the single beam of know systems, visual impact will probably be themain disadvantage. But by bi-directional traffic, the two tracks canshare the middle beam so that only three beams would be required. Whatmakes the use of two beams particularly attractive, is that the vehicle2 will move particularly protected between the beams 11,11′. The vehiclewill not be able to overturn or fall down, and will appear very close toa car in its movements. This will cause passengers to accept morevibrations and “bumps” from a Skyway system than they would from otherknown PRT systems. Further, the wheels roll in a semi-enclosed cavity,screened from ice and snow, an arrangement that will dampen noise andsimplify maintenance. In sum, this system concept makes the realisationof a PRT system significantly more affordable and more cost-effectivethan known systems. These advantages will probably contribute to such asystem becoming reality in the foreseeable future, and therebycontribute to increased quality of life and less environmental problemsfor citizens of larger cities.

What is claimed is:
 1. A system for ring-type rail transport forunidirectional movement, comprising: tracks joined by means of trackjunctions, said tracks mainly arranged above ground and comprisingpair-wise parallel rail-shaped rolling surfaces with fixed separation;load-carrying vehicles with wheels, said tracks above ground comprisingcarrying beams each having one open railtrack trench along the inwardsfacing surface of said carrier beams, said railtrack trench having aheight larger than a diameter of said wheels, and said rolling surfacesarranged on a lower surface in said railtrack trench, with said carrierbeams being carried on top of Y-shaped carrying posts, stations thathave starters for transferring energy to said vehicles, and said tracksarranged at ground level having said rolling surfaces being directly onthe ground, said vehicles being arranged with said vehicle's cabinrunning in the space between said carrying beams, said vehicles having aplane outer bottom surface, said wheels being on horizontal axlesextending to either side of said vehicles, said sideways extendingwheels arranged. to extend into and run in said open railtrack trench,with a lower contact surface of each wheel on the rolling surface beingarranged immediately below said outer bottom surface, and with saidwheels having an outer flange.
 2. The system of claim 1, wherein saidvehicles each have only two pairs of said wheels.
 3. The system of claim1, wherein said vehicles comprise an onboard engine above said bottomsurface.
 4. The system of claim 1, wherein said vehicles comprisewindows and said carrying beams have a height lower than said windows.5. The system of claim 1, wherein said carrying beams further compriseguiding rails that extend into said open side to guide said wheels. 6.The system of claim 5, wherein said vehicles further comprise a guidingmechanism adjacent to one of said wheels that selectively engages saidguiding rails to guide said vehicles through track intersections.
 7. Thesystem of claim 6, wherein said guiding mechanism comprises a beam atright angles to a direction of travel and having a length about the sameas the fixed separation of said rolling surfaces, said beam tiltingabout an axis to selectively engage one of said guiding rails at a time.8. A ring-type rail transport system for unidirectional movement,comprising: plural load-carrying vehicles that each have a cabin with anexterior bottom surface and laterally outward wheels, each of saidwheels having a flange on a laterally outward part of a contact surface,a lower part of said contact surface being below said bottom surface;stations that have starters for transferring energy to said vehicles;plural above-ground track sections joined with track junctions fortransporting said plural vehicles, each of said track sectionscomprising, a pair of carrying beams, each of said carrying beams havinga lower interior surface, an upper interior surface, and an open sidebetween said lower and upper interior surfaces facing said open side ofthe other of said carrying beams, and a pair of rail-shaped parallelrolling surfaces that are a fixed distance apart and that contact saidlower part of said contact surface of respective said wheels, saidflanges being laterally outside said rolling surface, each of saidrolling surfaces being on said lower interior surface of a respectiveone of said carrying beams, a diameter of said wheels being less than adistance from a top of said rolling surfaces to said upper interiorsurfaces of said carrying beams, said vehicle cabins having widths lessthan said fixed distance; and plural Y-shaped carrying posts elevatingsaid track sections above ground.
 9. The system of claim 8, wherein saidvehicles each have only two pairs of said wheels.
 10. The system ofclaim 8, wherein said vehicles comprise an onboard engine above saidbottom surface.
 11. The system of claim 8, wherein said vehiclescomprise windows and said carrying beams have a height lower than saidwindows.
 12. The system of claim 8, further comprising additional tracksections that are not elevated above ground.
 13. The system of claim 8,wherein said carrying beams further comprise guiding rails that extendinto said open side to guide said wheels.
 14. The system of claim 13,wherein said vehicles further comprise a guiding mechanism adjacent toone of said wheels that selectively engages said guiding rails to guidesaid vehicles through track intersections.
 15. The system of claim 14,wherein said guiding mechanism comprises a beam at right angles to adirection of travel and having a length about the same as the fixeddistance, said beam tilting about an axis so that one end of said beamselectively engages one of said guiding rails and the other end of saidbeam does not engage one of said guiding rails.